Reversing mechanism



J. V. PETRELLI. REVERSING MECHANISM.

APPLICATION FILED APR-21. 1911. LSQTI JL 1 1 Patented Nov. 15, 1921.

5 SHEETS-SHEET l- J. V. FETRELLI.

REVERSING MECHANISM.

APPLICATION FILED APR-21. 19H.

Patented Nov; 15, 1921,

5 SHEETS-SHEET 2.

J. V. PETRELLI.

REVERSING MECHANISM.

APPLICATION FILED APR.2!, 1917.

Patented Nov. 15 1921,

5 SHEETS-SHEET 3.

J. V. PETRELLI.

REVERSING MECHANISM.

APPLICATION FILED APR-21, 1917.

Patented Nov. '15, 1921,

5 SHEETS-SHEET 4.

J. V. PETRELLI.

REVERSING MECHANISM.

APPLICATION FILED APR.21.1912.

1,397, 11 1 Patented Nov. 15, 1921.

5 SHEETSSHEET 5.

'l' lit Si JOSEPH V. PETRELLI, 031 NEW HAVEN, CGI lIIE CT'ICUT,ASfiIGNGB I'D THE NAVY GEAR TIUN, GET NEW HAVEN, GQNNECTICUT, A CORPORA-IVIANUFAC'IURING COTE/P01 TION 0F DELARVARE.

A'l'lihl? OEHCE.

REVERSING MECHANISIVI.

Specifica ticn of LettersPatent.

Application filed April 21, 1.917. Serial No. 163,591.

accompanying drawings and the charactersof reference marked thereon, tobe a full, clear, and exact description oi the same, and which saiddrawings constitute part of this application, and represent in Figure 1a plan view ofmy improved re- \Ll'i mechanism.

2 a view thereof in vertical longitudinal section.

Fig. 3 a view in elevation of the forward or driving; end of themechanism with the outer plate of its chambered driving-member and thecompression-plate of its trlcdon-clutch mechanism removed.

4.- a view in vertical transverse section. on the line 4-4: of Fig. 1.

Fig. 5 a detached perspective view of the separately organizedfriction-clutch of the mechanism. together with the driving gear of theseparately or 'anized gear mechanism 7) and the driven-shaft.

ip G a detached perspective view of the gear-cage Fig. 7 a detached edgeview of one of the springs employed to separate the friction disks.

Fig. 8 a detached perspective view of one oi the pinion-gear pintleswhich also act as actuating plungers for the friction-clutch mechanism.

Fig. 9 a view partly in side elevation and partly in section one of themodified forms which my improved reversing mechanism may assume.

My invention relates to an improved reversing mechanism primarilydesigned for use in motor boats. but also available for use in othersituations. the object being;' to produce a simple strong, durable andcompact mechanism constructed with particular reference to easeoi accessfor adjustment, for cleaning, and tor repair, and to minimizing theheating of the mechanism especially during the reverse drive.

\Vith these ends in view, my invention consists in reversing mechanismcharacterized by having its driving and driven meme bers directlyconnected by an isolated trio-3 i'lUI1-(7lI -.i1ll mechanism for theforward drive exclusion of the transmission of any 'd driv' through thegear.

' ention 1111' er consists in a reversnism characterized by having itsclutch mechanism and its gearing partments.

'l'y inrentionfurtherconsists in a reversmechanism characterized byhaving its driving; and driven members interrelated so as to havebearing one upon the other for mutual support.

My invention further consists in a revers isolated from each other inseparate comingz mechanism having certain details of con struction andcombinations of parts as will be hereinafter described and pointed o'utin the claims.

In carryimgout my invention as herein shown, I employ a three-partdriving member constructed to form a special isolated chamber for thefrictioirclutch mechanism and comprising a circular outer plate 6 formedwith a concentric outwardly extendingr coupling-sleeve 7, acorresponding circu lar plate 8 formed with concentri' lvextendingbearing sleeve 9, and a soacina-r (l interposed between the ed;

1 and 8 and formedwvith trans verse holes for the reieption ofassembling bolts 11 also passing; through holes in the edges 01'? theplates. as shown in Fig. 2. The coupling-sleeve 7. before mentioned, isformed with a key-w y 12 and is intended to receive the crank-shaft ofthe engine or other part designed to connect the reversing mechanismwith the source of power, whatever that may be. that under myimprovement, the frictionclutch housing constitutes the prime-mover ofthe device.

The chambered driving-member or friction-clutch housing as thusdescribed, is connected directly with'the driven-shaft 13 by means ofalternately arranged bronzeand steel friction-disks 1 and 15 located.within the chamber 16 of the housing, the bronze disks 1% having theirperipheries formed with teeth 17 which are interlocked withcorresponding internal teeth 18 upon the spacing-ring 10, whereby thebronze disks 1% are positively connected with the driving-member forconstant rotation therewith. 011 the other hand the steel. disks 15 Icall attention to the fact are formed upon the inner edges of theircentral openings with teeth 19 which mesh into corresponding teeth 20formed upon the periphery of a collar 21 secured by a key 22 to theextreme forward end of the drivenshaft 13 which projects into the saidchamber 16 and is furnished with'a'threaded stem 23 for the applicationto it of a heavy,'circular, compression-plate 2 1 formed with a largehub and held against rotation by a screw 25 passing from front to rearthrough the said hub and entering the collar whereby the plate 24L isfixed to, and rotates with, the driven-shaft 13 Under this con structionall of the steel friction-disks are permanently connected with thedriven-shaft 13 for constant rotation therewithl Complementary to thecompression-plate 24:, I

employ a flat laterally movable or floating pressure-plate 26 located inthe inner portion of the chamber 16 and mounted so as to rotate freelyupon the inner end of the said collar 21. The alternately arrangedbronze and steel friction-disks 14 and 15 and the plates 2d and 26between which they interposed, are located entirely within the chamber16 within the drivinganembe, as aforesaid. i

Helically wound springs 27 having their ends joined to form circles andtransversely bowed as shown in Fig. 7, are arranged within the enlargedcentral openings of the bronze disks 141 and exert a constant effort toseparate all of the steel disks. and by so acting on the steel diskstend to separate all of the disks when pressure is removed from thefloating pressure-plate 26 during; the reverse drive and alsoin theneutral position of the mechanism. j

For compressing the friction-disks 14- and 15 so as to frictionallycouple the chambered driving-member and the driven shaft for the forwarddrive, I employ short, block compression-plungers 28 arranged in acircular series of six holes 29 in the inner plate 8 of thedriving-member, the said plune' being slightly longer than the depth ofLie holes 29 so as to project therefrom. The projecting outer ends ofthese plungers 23 engage with the adjacent or rear face of the floatingpressure-plate 26, while their projecting inner ends bear upon afloating a1 friction thrust-ring 36 located in a concentric annularrecess 31 in the forward face of the circular gear-cage plate 32 whichis formed upon its opposite or rear face with a circular series of heavyintegral webs 33 (Fig. 6) substantially triangular in crosssection andhaving a gear-cage plate 34- cast upon their rear ends. the said websconnecting and spacing the two gear-cage plates 32 and 34.

A series of six intermediate pinion-gears 35 interposed between theplates 32 and and also between the webs 33 (Fig. 6) are iding bearing incomplementary holes i rined for their reception in the plates 32 andllach of the pinion-gears 35'is provided with bushing 37 rotating withit upon its pintle The projecting rear ends of the pintles are furnishedwith radial pins (Fig. 3) entering notches 39 in the plate whereby thepintles are prevented from turning.

The said gear-cage is mounted so as to rotate upon the sleeve 9 of theinner plate 8 of the chambered driving-member, and since the gear-cageand driving-member rotate independently of each other, an anti-frictionbearing-ring a l) is interposed between the plate 32 and the sleeve 9,while a corresponding but smaller bearing-ring l1 is interposed betweenthe plate 34 and the sleeve 9 as shown in Fig. 2.

The said sleeve 9 furnished with an anti-frictioi'i bushing ll so as toreduce friction between the said sleeve and the driven shaft when theyrotate relative to each other. A thrust ring 43 is interposed betweenthe collar 21 on the shaft13 and the forward face of the plate 8 asshown in Fig.

2 for taking the rearward pull on the V shaft 13. The forward face ofthe thrusthead 43 is formed with ashallow annularrecess 51 receiving athrust-ring 52 engaging with the pr jecting rear ends of the pintles 36before described. 7

F or the operation of the frictionclutch for the forward drive, Iemploy, as shown, hree radially arranged operating-levers 53 hung onstuds 54 in lugs 55 radiating from a collar 56 slidably mounted upon therearwardly projecting end of the said hub 49 upon which it is heldagainst rotation by a key 57. The forward ends of the said levers 53amformed with heels 58 which engage with the rear face of the thrust-headl8, whereby the same is forced forward for imparting correspondingforward movement to the pintles 36.

The rear ends of the said levers 53 are connected through slotted togglelinks 59 and pins 60, with bifurcated lugs 61 radiating from the forwardend of a sleeve 62 arranged to slide upon the driven-shaft 13, the saidsleeve having at its rear end a grooved collar 63 receiving a two-partband or strap 64 the parts of which are held together by screws andrespectively provided with oppositely extending short trunnions 66coacting with the slotted arms 67 of a forked lever 68 mounted upon acontroller-shaft- 69 (Fig. 4) to which it is secured by a key 70. Thesaid lever is formed with an up wardly extending arm 71 connected to aforked link 7 2 receiving a threaded eye-bolt 73 locked in any positionof adjustment by a nut 74. The said eye-bolt 73 is connected by a stud75 with a knuckle 7 6 formed at the rear end of a cam-plate 77 which isemployed for operating the brake-band 78 which encircles a brake-drum 79secured by r bolts 80 to the plate 32 of the gear-cage and constitutes ahousing for the gear-cage and the parts carried thereby and associatedtherewith.

For the operation of the brake-band 78 by the cam-plate 77, the same isformed with two slots 81 and 82 of which the latter is inclined withrespect to the former so as to act as a cam-slot. The said slot 81receives an anti-friction roller 83 located in a horizontal slot 84formed in a boss 85 upstanding from one end of the band 78 and turningupon a stud 86 j ournaled in the said boss 85 the slot 84 of whichreceives one edge of the cam-plate 77.

The inclined slot 82 in the cam-plate 77 receives an anti-frictionroller 87 located between the arms of an adjusting-fork 88 and journaledupon a stud 89 mounted therein near the outer end thereof, the fork alsoreceiving the adjacent edge of the plate 77 as clearly shown in Fig. 4.The threaded stem 90 of the fork receives an adjustingnut 91 threadedinto an arm 92 upstanding from the other end of. the brake-band 78. Thesaid nut 91 is peripherally notched, and held against rotation by meansof a springfinger 93, and provides for compensating for wear between thebrake-band 78 and the brake-drum 79.

For compensating for wear between the bronze and steel friction-disks 14and 15 of the friction-clutch mechanism, I employ a nut-like adjustingcollar 94 (Fig. 2) mounted upon the threaded portion 95 of thedriven-shaft 13 in position to engage with the rear edge 96 of thesliding collar 56 which positions the thrust-heels 58 of theoperating-levers with respect to the rear face of the thrust-head 48.The periphery of the nut 94 is formed with notches'97 for the receptionof a spring-locking-finger 98.

To ofiset the action of centrifugal force tending to separate the outerends of the opcrating-levers 53, and therefore tending to apply thefriction-clutch, I employ, as shown, three helical safety springs 99(Fig. 2) encircling as. many bolts 100 screwed into the thrust-head 48,the said springs be ing interposed between adjusting nuts 101 on theouter ends of the said bolts and integral lugs 102 offsetting from thecollar 56 and perforated for the passage of the said bolts through them.The said springs as thus arranged, exert a constant effort to more thecollar forward and hence counteract the tendency of centrifugal force tothrow the levers 53 outward and bring the friction-clutch into play. Thedevice just described, therefore. constitutes a safety device forpreventing the untimely application of the friction-clutch in theoperation of my improved,reversing mechanism. To prevent wear due torelative rotation between the inner edge of the drum 79 and theperiphery of the thrust-head 48, I interpose a bronze bearing-ring 103between them, as shown in Fig. 2.

In the use of my improved reversing mechanism, the chambereddriving-member and the driven-shaft 13 are frictionally coupled togetherfor the forward drive by rocking the controllersha-ft 69 to bring theparts into the position shown in Fig. 2. whereby the operating-leversare moved outward against the tension of the safetysprings 99 thusseating the forward edge of the collar 56 against the inner face of thenut-like adjusting collar 94 after which the heels 58 of the levers 53operate to force the thrust-head 48 forward with the effect of movingthe pintles 36 forward in the gears this movement being transmittedthrough the thrust-ring 30, compression-plungers 28, floatingpressure-plate 26 and the friction-disks 14 and 15. whereby they arepinched between the said plate 26 and the compression-plate 24. In thismanher the alternately arranged bronze and steel friction-disks arefrictionally coupled together and effect the coupling of the chambereddriving-member and the drivenshaft 13. for the forward drive entirelyindependently of the gearing. The drivinggear 44, thepinion-gears andthe thrusthead 48 turn with the driven-shaft 13 but are not utilized.for the transmission of any power, having no relative movement, and nostrain of any sort being imposed upon them during this period. Shouldanything happen to any of the gears or pinions during the forward drive,the same would be entirely unaffected.

For the reverse drive, the controller-shaft 69 is operated in thedirection of sliding the sleeve 62 inward, whereby the operating-levers53 are drawn inward toward the driven-shaft 13. causing theirthrust-heels 58 to move away from the rear face of the thrust-head 48.The springs 27 now assert themselves to separate the friction disks 14and 15 so as to uncouple the driving-memher from the driven-shaft. Atthe same time, the cam-plate 77 is drawn rearward with the effect ofclamping the brake-band 78 upon the drum 79, whereby the gearcage isgripped and held stationary. The driving-member being continuouslyrotated now effects the rotation of the pinion-gears upon the pintles36, setting up a planetary movement which results in the reverserotation of the thrust-head 48 through the internal gear-teeth 46, andconsequently the reverse rotation of the driven-shaft 13 with respect tothe driving-member which continues to rotate in the same direction asbefore. It will be understood that in the intermediate position of thecontroller-shaft 69 in which the lever 71 will. stand in the verticalposition, neither the friction-clutch will function, nor thefriction-band 78. At this time, the driving-member will rotate idly. Inreversing mechanisms as heretofore constructed, the driving-member hasbeen coupled with the driven-member for the forward drive, by afriction-clutch, but by a friction-clutch organized with the gearing insuch a manner as to cause the power of the driving-member to betransmitted to the driven-member through the gearing, which is the mostvulnerable part of reversing mechanisms and the part most liable tobecome deranged. In mechanisms of this character, any accident ofwhatever descrip tion to the gearing has tended at least, and for thereason above stated, to cripple the mechanism for the forward drivewhich is the drive chiefly employed. This objection has been overcome bymy improved construction in which the coupling of the driving-member andthe driven-shaft for the forward drive is effected independently of thegearing in so far that none of the power of the driving-member istransmitted through the gearing to the driven-member. The gearing maytherefore be said to be cut out of operation during the forward drive,during which, under my construction, the gearing is safeguarded againstaccident and kept in reserve for the reverse drive.

Under my construction the friction-clutch mechanism is organizedindependently and segregated from the gearing, the two mechanisms beingself-contained and separately housed, as it were. Under thisarrangement, grit which may find its way into the gearing cannot workits way into the friction-clutch to interfere with the operationthereof, and vice versa. The segregation of different types of lubricantis also effected by housing the clutch mechanism and gearing separately,this being important. Thus the graphite commonly used for lubricatinggearing, is highly detrimental to the action of frictiondisks.Furthermore, under my construction, the driven-shaft is entered for somedistance into the driving-member with the effect of securing acontinuous or unbroken connection between the driving-member and thedrivenshaft, which are thus virtually telescoped instead of beingabutted,

thereby preventing sagging, uneven wear of the parts, and loss of power.By my improved construction, I provide for the positive expansion of thebrake-band as well as its positive contraction, insuring greaterreliabilityin the operation of the reverse drive and the positivethrowing off of the brake during the forward drive and in the neutralposition of the mechanism as a whole. By segregating the friction-clutchfrom the gearing and housing the two de vices in separate compartments,as it were, the heat developed by one is not communicated to the otherand vice versa. This avoids the overheating of the respective devices sothat when the friction-clutch is operated for the forward drive, it willnot be handicapped by an excess of heat taken over from the gearing; andso that when the gearing is operated for the reverse drive, it will notbe handicapped by an excess of heat taken over from the friction-clutch.This is particularly important in moving from the forward drive to thereverse drive,

during which latter greater heat is developed than during the forwarddrive, the reverse drive in reversing mechanisms being limited in periodof use by the heat developed. In prior reversing mechanisms, the gearingused in the reverse drive is preheated, as it were, by heat absorbedfrom the friction-clutch mechanism so that when thrown into action it isalready hot and cannot, therefore, be driven for a great length of timebefore its heat becomes prohibitive and necessitates its being thrownout of action. My improved safety device counteracts the effect ofcentrifugal force which tends to apply the forward drive during theneutral and reverse positions of the mechanism and with the consequentproduction of friction and heat. On account of segregating thefriction-clutch from the gearing, I am enabled to rotate the housing ofthe clutch continuously in one direction and therefore, if desired, thehousing may be used directly as the driving-member. Thus the plate 6 andits sleeve 7 might be omitted, and the spacing-ring 10 secured directlyto the face of a fly wheel or other part, supplying power.

By the employment of springs for the separation of the friction-disks,when they are not functioning in the forward drive, they are heldsufficiently apart to operate without generating heat, which they wouldotherwise do, since they revolve in opposite directions with greatrapidity in the neutral and reverse positions of the mechanism.

In the modified construction shown by Fig. 9 of the drawings, thealternately arranged friction-disks 14, 15, are replaced by a slidingfriction-cone 104 non-rotatably secured by a key 105 to a shoulder 106on the driven-shaft 13 which is here shown as formed at its extremeforward end with a threaded stem 107 upon which a retainingcollar 108 isscrewed. The cone 104 coacts with a cone 109 consisting in effect, of abev eled annular flange formed integral with the inner face of the plate6 of adriving-member in other respects substantially like that shown inFig. 2.

The cone 104 is operated by short compression-plungers 28 mounted in theinner plate 8 constituting another element of the rhambereddriving-member already described, The short plungers 28 are operated bythe mechanism already described for operating the friction-disk clutchmechanism best shown in Fig. 2, the only diflerence between the formalready described and the form now being described is, that one is afriction-disk clutch and the other a coneclutch.

Of the operation of the modified form of my mechanism shown by Fig. 9,it need only be said that the movement of the short plungers 28 crowdsthe two cones 104 and 109 of the cone-clutch into close engagement, thuseffecting the coupling of the driving-member and driven-shaft withouttransmitting any power through the gearing during the forward drive. Thebrake-band 7 8 is provided, as shown in Fig. 4, with integral,0ppositely located horizontal mounting-aims 110 by means of which thereversing mechanism as a whole is installed.

I claim 7 1. In a reversing mechanism, the combination with a sectionalchamber driving member and a driven-member, of a friction clutch forcoupling the said members for the forward drive located within the saidchainbered driving-member, gearing connecting the said members for thereverse drive, means for operating the friction-clutch, including asliding collar and operatingdevers carried thereby and adjustablemeansco-acting with the said slidingcollar for counteracting the effect ofcentrifugal force upon such operating means.

2. In a reversing mechanism, the combination with a driving and adriven-member, of

a frictionrlutch for coupling the said members for the forward drive,gearing connecting the said members for the reverse drive, means foroperating the friction-clutch, including a sliding collar and pivotaloperating-levers carried thereby, means connected with the said leversthrough the said sliding-collar for counteracting the eii ect ofcentrifugal force upon the same during the reverse and neutral positionsof the mecha nism and take-up means co-acting with the said collar.

3. In a reversing mechanism, the combination with a driving anddriven-member,

t a friction-clutch for coupling the said members for the forward drive,gearing connecting the said members for the reverse drive, means foroperating the "frictionclutch including a sliding collar mountingoperating-levers, safety-springs connected with the said sliding collarand tending to move the said levers inward in opposition to centrifugalforce, and means for adjusting the said springs.

4. In a reversing mechanism, the combination with a driving and a drivenmember, of a friction-clutch for coupling the said members for theforward drive, gearing connecting the said members for the reversedrive, including an internal gear slidably mounted upon the said drivenmember, operating levers co-acting with the said internal gear forapplying the friction-clutch, a sliding collar mounted upon the saidinternal gear and mounting the said levers, and a collar adjustablymounted upon the said driven member and co-acting with the said slidingcollar for taking the thrust of the levers when the same are operatingagainst the internal gear for applying the frictlon-clutch for theforward drive.

JOSEPH v. PETRELLI.

Witnesses FREDERIO C. EARLE, M. P. NICHOLS.

